Internal-combustion engine



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w. c. UNGER INTERNAL COMBUSTIONv ENGINE Filed Juney 19, 1924 m J. wf?

` Jan. 29, `19129.

Jan.29, 1929. 1,700,658

W. G. UNGER INTERNAL COMBUSTI ON ENGINE Filed .June 19, 1924 4 sheets-'sheet 2 Jan. 29, 1929. 1,700,658

. W. G. UNGER l INTERNAL COMBUSTION ENGINE Filed June 19, 1924 ,4 Sheets-Sheet 5 W. G. UNGER INTERNAL coMBUsToN ENGINE A4 Sheets-Sheet 4 Filed June 19, 1924 winnaar) o. enana, or. nnenasrown, MARYLAND, ,essronon Vor errantes r.. raar, or BALTIMORE, MARYLAND.

IKNTERNALTCOMBUSTION ENGINE.

Y Application 'led `June 19, r19:24; Serial No. 721,046.

the provision or" an engine of this character' which embodies features of construction and arrangement which will overcome detects ex. y

isting in known engines of this variety, the improvements involving the application of certain established principles as will be pointed out.

Rotary valve engines of ordinary construction appear to be inherently detective owing to the excessive pressure brought against the rotary valve at certain times in the cycle of movement of the pistons, Naturally, the rotary valve is in such position at the beginning of the working stroke, or at the time oi explosion, that the intake and exhaust valves are closed. As a result, there is a tremendous pressure against the valve at the time of the explosion and this pressure'operates to bindl the valve so closely to the manifold encircled thereby or surrounding it, at least partially, as the case may be, that excessive friction, wear and overheatingresult. lf the relation or tit ot these parts be lsuch that the pressure will not cause binding with its attendant or consequent disadvantages, there will be loss of compression and naturally a resulting loss in power accompanied probably byy excessive carbonization.

lt `is with the above facts in viewthat I have designed the engine constituting the sub- `iect'-niatter of the present application, and the invention has for a more specific object the provision of an engine in which the cyl inders, grouped or blocked, as may prove most suitable, are so mounted with respect to the crank case as to be capable of limited lateral or rocking movement and in which the arrangement, relation and area of the inlet and exhaust ports are such that there will be a reaction duringthe cycle of movement ot' the pistons which will operate to neutralize, to a certain extent, the above referred to pres sure which comes against the rotary valve, and this partial neutralization acts to balance the pressure ott' the action and the opposing reaction so thatvtheactual pressure againstthe valve will be reduced to'such an extent as to preventl binding ot the `rotary valve while at the same time the valve will be held firmly andclosely again-st l casing so as t-o prevent any leakage and loss ot' compressionlwhich mightotherwise occur.

An important object of the invention is .the provision of a peculiar arrangement or" the intaker and exhaust ports wherebyy the incom- 1 ing charge will passV over the pistons and serve to cool them while being warmed by contact therewith, combustibility of the charge ot mixture being consequently increased.

Another object of the invention is to pro-v vide' engine-suction operated lubricating means for the rotary valve, which means includes or is combined with means for jreclaiining waste gases inthecrank'case of the engine and the smallvolume or quantity of mixture which is imprisoned withinthe ports ot the rotary valve as these ports pass out of to the cylinders.

The invention general improvement of engines of this .class in thermat-ter ofl detailed construction and arrangement of the parts whereby4 the struc-v ture will be comparatively simpleand the operation be made moreefcient.,

To `the attainment of the oregoingand other' objects and advantages, the invention consists in the combination and arrangement of parts to be hereinafter morev `fully de@ scribed and claimed, and. illustrated in the ac'- companying drawings, it being, however, understood that various. changes and modifi-k cations niay be resorted to as may be found necessary or advisable, provided such variations constitute no departure from the spirit of the invention or the scope of the claims hereunto appended. n v

yIn the4 drawings chosen to illustrate the y preferred embodiment of my inventions: f

further contemplates Figure l is a side elevation ot' the'engine `of Figure 1, the direction of View being indi# cated by the arrows adjacent the ends of said section line. f Figure t is a section on the line 4 4 of .Fig-4 7e and beyond registration with the inlet ports line.

Figure is an end elevational view, the

sleeve valve being shown in cross section.

Figure 6 is a detail horizontal sectional view on the line 6 6 of Figure 1.

Referring more particularly to the drawings, the numeral 1 designates the Acrank case which is preferably of the usual two-part construction and formed or provided with end bearings 2 for a crank shaft 3 having crank portions 4 corresponding in number to the number of cylinders.'V Mounted on the crank case are the cylinders designated generally by the numeral 5 and these cylinders may be formed separately or cast en bloc with an] desired number in al group, depending upon the total number of cylinders and the prcteu ence of the manufacturer. construction the cylinder blocks arerigidly mounted with respect to thecrank case but in the present arrangement the crank case is formed with or carries knuckles 6 with which interiittingly engage knuckles 7 on the cylinder blocks, pivotal connection being effected by means of a pintle or rod 8. By so mounting the cylinders or the cylinder blocks, it is apparent that the cylinders are capable of a limited rocking or lateral movement during the cycle of the pistons. The cylinders communicate with the crank casethrough openings 9 within which are located gaskets or packingrings 10 engaged beneath the cylinders for the purpose of preventing leakage. Operating within the respective cylinders are ordinary pistons 11v carried by connecting rods 12 engaged upon the cranks 4 of the crank shaft.

Formed upon orV secured to the crank case so as to be stationary with respect thereto, is a manifold, designated generally by the numeral 13, which is located at a point Opposite the upper ends of the-cylinders. One end is closed by a wall 14 while the opposite end 15 is open and is connected to the exhaust line. This manifold is arranged with its axis parallel with the crank shaft of the engine. The upper portions or closed ends of the cylinder blocks yare formed at one side with a casing section 16 at one side of the manifold, and secured to this section by threaded studs 17 or the like, is a cap 18 which is semi-cylindrical in section and which mates with the section 16 to define a valve casing surrounding the manifold. Slip rings 18FL are provided fo'r permitting. Vlongitudinal expansion of the manifold as it becomes heated. If desired, a cover 19 may be provided located outwardly of and in spaced relation to the cap member 18 and secured thereto at its upper edge and to the crank case at its lower edge. At the opposite side or" the cylinder blocks there is preferably provided a cover plate 19a having its upper edge engaging the ing' surfaces 21a.

ln the ordinary.

blocks, as shown, and its lower edge seating .semi-cylindrical space or passage 20, and at spaced points the outer periphery kof the manifold is recessed or undercut so as to form longitudinal passages or spaces 21 arranged at intervals, as shown', all of which communicate through openings 22 with chambers 23 in the ends of the casing section 16. The re-A cessing to define the passages 21k leavesbear- Centrally, the 'casing deiined by the sectionlt and cap 18 is formed with a pair of annular chambers 24 separated by a web 25. At this point the casing section 16 is formed with a downward extension 26, and the cap 18 is similarly formed witha downward extension 27 mating with the extension 26 and formed with chambers 28 communicating with the chambers 24, the chambers 28 being separated from each other by a web 29 which may be construed as a continuation of the web 25.VV Both chambers 28 have a common opening 30 which constitutes the air inlet or intake forthe enginefcarbureter, not shown. l v Y Leading into the chambers 23 are the ends of a pipe 31 which has its .intermediate portion 82 located within the crank case and formed with perforations 33 for the purpose of permitting` the entrance of gases'accumulating within the crank case and also permitting the entrance of oil which is splashed about within the crank case when the engine is in operation. The portion 32 of the pipe has connected therewith an air inlet pipe,v 34 which extends through and terminates beyond one side of the crank case so as to be in communication with the atmosphere.

rlhe adjacent ends of the spaces or passages 2() and 21 lead to the chambers 24, andto permit free communication, the walls 35 forming the ends of the chambers 24 and the opposite walls vof the web 25 are formed with ribs 36 which extend radially therefrom and which deiine radial passages 37. y

The opposite ends of the cap member 18 are formed with extensions 38 adapted for :con-

nection with the outlet manifold from al carburetor, not shown, and these extensions are of course cliamb-ered, as shown at 39, to comnmnicate with the casing defined by the parts 'i6 and 18. The manifolt 13 formed `with an elongated tubular central portion 40 which has no -conmiunication whatever with the lli) lov

ifo

chambers o9 and which extendsl through the end l5 so as to communicate with the exhaust pipe 41 bolted onto this end. The manifold further includes an outer passage 43 which has its ends cutaway at 44 for communication with the chambers 39. formed opposite each cylinder .with two ports The manifold isV respectively with exhaust and inlet ports 47 and 48 in the casing section 16 which of course lead into the cylinders.V lt will be observed that t-lie closed lends of the cylinder are in clined and extend substantially tangentially with respect'to the valve. g

Each cylinder is equipped with the usual spark plug` 49 Vand the cylinders liave'their walls formed with passages 50 defining water jackets for cooling purposes, as is customary, suitable inlet and outlet connections o-r openings 51 and 52 being provided at convenient points.

Rotatably mounted within the Aeasing defined by the members 16 and 18 and bearing on the uniforinlyspaced surfaces 21a are rolary sleeve valves which terminate slightly short of the chambers 23, or at the openings 22. These sleeve valves are formed with port-s 54 designed to register successively with the ports 45 and 47 and 46 and 48, for controlling the admission of mixture to the cylinders and the exhaust of burnt gases therefrom.

f UbJiOuSly, any suitable meansl might vbe provided for rotating the valves, though in the present instance I have shown them as formed at their inner ends with ring gears 55 meshing with gears 56 on a shaft 57 suitably journaled and driven from the crank shaft, for instance by meaA s of a chain, belt or the like, indicated at 58. As there are three sets of ports 54 in the rotary valve, the ratio'between the co-acting drive elements on the crank shaft and shaft 57 is such that the shaft 57, and consequently the valve V 3,1vill turn once for very six revolutions of the `crank shaft so that each port 54 in' the valve acts iirst to permit the exhaust of the burnt gases and then to admit a charge of mixture. In the operation, the suction produced by the engine .pistons 11 draws fuel mixture from the carburetor through the extensions 88, chambers 89 and annular passages 43 through the ports 46 and ports 48 into the cylinders;

Owing to the fact that the inlet ports 48 are below the exhaust ports 47, the inrushing fresh charge will pass over and probably or at least possibly impinge against the piston heads and cool them, the heat from the pistons being communicated to the charge and effecting heat-ing thereof so that the coinbustibility will be increased. The suction through the` carbureteicauses a suction through the chambers 28 and 24, through the passages 2O and 21, chambers 28, pipe 82, and air pipe Air enters the pipe 32 through the pipe 34 andL splashed oil together with gases accumulating within the crank case 1 enter the pipe 32 through the perfor-ations 38.

The air and wastegases are drawn throughV the pipe 82, through 31, into chambers 23, passages 2O and 21, chambers 24, chambers 28, and outlet to the carburetor, and the splashed oil above referred to follows the saine path. Owing to the provision. of the passages 2O and 21, in thevalve casing .and valves, it is obvious that this oil'willbe uniformly distributed along the bearingsur-r faces of the manifold, valve and casing' so that vwear will be reduced to the minimum owing tothe efficiency of this system of lubricationrlh'e radial ypassages 37 in the-walls of the chambers 24 insure proper flow. rlhe oil entering the lchambers 24 actsto lubrica-te the intermeshing gears 55 and- 56 as well as the other wearing parts. It should also be stated that the small volume of explosive mix ture iml risoned within theportsirl `during the'ro'tation of the valves eseapesfrom these i ports through the passages-2O and 21 and is returned to the carbureter through the air l inlet thereof so that no waste occurs.

One of the most distinctive features in t-he operation of an engine constructed as illustrated and as above described, is the counterbalancing or partial neutralization of the pressure 'against the rotaryv valve. .lVhen the expansion effect produces or tends to producek a tremendousv pressure, througlifthe intakev and exhaust ports against the rotary valve. However, owing to the fact that the cylinders arepivoted for limited rocking or lateral movement, and as the pivotipointis the explosions occur in t-lie various cylinders,

at the same side as the manifold, valve, and i easing for the latter, the reaction yof the valvepressure against the closed ports otthe' valve will tend to rock the groups or blocks n of Cylinders upon their pivots away from` the valve, thus partly neutralizing 'and relieving this pressure to such an extent that the remaining pressure of the cylinder against the' valve will beonly such as to maintain rit in a proper close relation tothe manifold and casing, thereby avoiding any possibility of undue friction and consequent wear facconipanled by overheating. Obviously, the reaction is proportionate to the size orareas of the ports compared with the total-area against which the pressure is exerted and it is true that the size of the ports must therefore be predetermined with reasonable accuracy to insure maximum efficiency. Attention is also directed to the fact that the in-V cl rati-on of theA end walls of the cylinders with respect to the axes thereof'and to thel valve, manifold and casing, will assist in the reaction. The actual movement of the cylinders with respect to the cranlrcase andvalve is slight as it is intended only to attain the reaction or counter-balancing effectwhich this produces so as to accomplish the( results conteniplated.

Having now described my invention, what I claim as new and desire to secure by Let-Y ters Patent, is: v

1, In an engine, la stationarily mounted respect to the manifold whereby to accomyplish a reaction against the pressure Within the cylinders, said means comprising a pivotal mounting for the cylinders at one side of all thereof.

3. Inan engine, a stationary manifold, a rotary sleeve. valve surrounding the manifold, cylinders, a valve casing carried by the cylinders and surrounding the valve, and means mounting the cylinders for movement with respect to the manifold whereby to'permit a reaction against the pressure Within the cylinders.

a. In an engine, a crankcase, a manifold stationarily mounted 'with respect thereto, cylinders on the crank case hinged with respect thereto, a valve casing carried by the cylinders and surrounding the manifold, and a rotary sleeve valve vWithin the casing in surrounding relation to the manifold.V

5. In an engine, a crank case, Va combiner intake and exhaust manifold stationarily mounted with respect to the crank case, cylinders hingedlymounted upon the crank case 'and carrying a valve casin0` sect-ion partially surrounding the manifold, acomplementary member carried by said 'section and cooperating therewith to define a valve casing, and a rotary sleeve yalve surrounding the manifold and located Within said casing.

Y 6. In an engine, a crank case, cylinders hingedly mounted at one side upon the crank case, a manifold stationair-ily mounted With respect to the crank case, a casing carried by the cylinders and surrounding the manifold, a rotary valve between the casing` and manifold, the cylinders being form-ed With ports for communication with the manifold..

C7. In an engine, a crank case, cylinders hingedly mounted at one side upon the crank case, a manifold stationarily mounted with respect to the crank case, a casing carried by the cylinders and surrounding the manifold, a rotary valve between the casing and manifold, the cylinders being formed with ports for communication with the manifold, the end Walls ofthe cylinders being inclined substantially. tangential to the valve.

8. In an engine, a crank case, cylinders thereon, a manifold, a casing carried by the cylinders and surrounding the manifold, the manifold being offset and angularly disposed with respect to the cylinders, the cylinders having ports for communication With the manifold, the ports in each cylinder being arranged one above the other and the intake port being lowermost whereby the incoming charge will cool they piston and be heated thereby, and the end Walls of the cylinders sloping donf'nwardly from the exhaust ports.`

fold and casing, the cylinders having ports' controlled by the valve, the hinge mounting for the cylinders permitting movement thereef away from themanifold to partially neutralize the pressure coming against the` valve.`

l0. ln an engine, a crank case, cylinders, a. casing carried by the cylinders, a manifold shwionarily mounted Within the casing, the inders having ports for comn'iunication with the manifold, a rotary valve between the manifoldand casing, the casing being formed Wit-h an'intermediate chamber, end chambers and passages'establishing communi ation therebetween, the intermediate chamber being adapted for communication with the intake of a carbureter, and a'conduit leading from the crank case to said end chambers.

a casing carried by the cylinders, a manifold stationarily mounted Within the casing", the cylinders having ports for communication with the manifold, a rotary valve between the manifold and casing, the casing being formed vith an intermediatechamber, end cl'iainbers and passages establishing communicaticn therebetween, the intermediatechamber being' adapted for communication With the intake of a carbureter, and a conduit leading-,from the crank case to said end chambers, said conduit extending along a portion of the crank'case and having openings for the entrance of oil and Waste gases.

i9.. In an engine, a crank case, cylinders, a va vc casing, a manifold Within the valve ising, a rotary valve, chambers at the ends of the easng, a chamber at the intermediate por-V tion of the casing, ducts establishing communication between said chambers, a conduit extending into the crank case and connected with the end chambers for supplying air and oil thereto, the intermediate chamber being adapt id for connection with the air inlet of a carburetor.

i3. ln an engine including a manifold, a faire niovably mounted t-hereabout and a casing surrounding the valve, said manifold being fermed with separate compartments one constituting the exhaust and the'other the intake, a chamber' at the intermediate portion of the casing adapted for connection with the air intake of a carbureter, chambers at the ends of the casing, ducts establishing 1l. In an engine a cank case c Vlinders f o 7 7 7 lun communication between the chambers, and means for supplying air and oil to said end chambers. A

1li. ln an engine, cylinders, a manifold divided into exhaust, intake and lubricating compartments, a movably mounted valve surrounding the manifold, a casing surrounding the valve, the ends of the casing being formed with chambers communicating With the ends of the intake compartment an-d adapted for connection with the mixture outlet of a carbureter, the intermediate portion of the casing being formed with chambers connnunicating with the lubricating compartments and adapted for connection With the air inlet of the carbureter.A

l5. in an internal combustion engine, a manifold mounted in operative relation With respect thereto and provided With fuel sup-` ply, exhaust and lubricating compartments, said lubricating and fuel supply compartments being so connected that during the operation of the engine air is dravvn rst through the lubricating compartments and then through the fuel supply compartment.

i6. In an internal combustion engine, a stationary manifold, a rotary sleeve'valve surrounding` the manifold and serving to admit fuel to the engine and exhaust burnt gases therefrom, said manifold being formed with a compartment for said fuel and one for said burnt gases, and an additional compartment opening toward said sleeve valve and serving to lubricate the same, the lubricating means being supplied to said compartment by suction produced by the operation of the engine. 17. In an internal combustion engine, a stationary manifold, a rotary valve surrounding` said manifold, cylinders, a valve casing carried bythe cylinders and surrounding the valve, said manifold being formed ivith intake, exhaust and vlubricating passages, said lubricating passages being connected with the crank case of the engine on the one hand and with the intake'of the carbureter on the other hand so that When the engine is operated lubricating material is drawn through said lubricating passages.

18. ln an interna-l combustion engine, a stationary manifold, a rotary sleeve valve surrounding the manifold,cylinders, a valvel casing` carried by the cylinders and surrounds ing the valve, said manifold being provided With fuel supply and exhaust passages and with complementary passages in the manifold and easing for lubricating the sleeve valve therebetween, said passages being connected with the fuel supply passage and With thel crank case of the engineso that When in operation lubricating vmaterial is draivnby suction through said lubricating passages.

19. fn anV internal combustion engine, a stationary manifold, Aa rotary sleeve valve surrounding the manifold, cylinders, a valve casing carried by the cylinders and surrounding the valve, said manifold being provided with fuel supply and exhaustpassages and With lubricating passages opening on the sleeve valve, said lubricatingpassages being v. 1

supplied with lubricating material by the suction of the engine which draws air therethrough, said suction also serving to draw, and mix with the fuel supply, vvaste gases from the crank caseof the engine and gases trapped Within the ports of the sleeve valve.

20. ln an internal combustion engine, a stationarily mounted manifold, cylinders pivoted at one side thereof and capable of rocking movement, and va valve movably mounted with respect to the manifold and engaging portions of the cylinders.

ln testimony whereof afiix my signature.

-vvinrnnn o. UNGER. 

